CN114776692A - Detachable transmission shaft and design method thereof - Google Patents
Detachable transmission shaft and design method thereof Download PDFInfo
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- CN114776692A CN114776692A CN202210473542.5A CN202210473542A CN114776692A CN 114776692 A CN114776692 A CN 114776692A CN 202210473542 A CN202210473542 A CN 202210473542A CN 114776692 A CN114776692 A CN 114776692A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 301
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- 239000002828 fuel tank Substances 0.000 claims description 68
- 238000009434 installation Methods 0.000 claims description 29
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- 239000000463 material Substances 0.000 claims description 14
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- 238000005457 optimization Methods 0.000 claims description 9
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/02—Shafts; Axles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
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- G06F—ELECTRIC DIGITAL DATA PROCESSING
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- G06F30/17—Mechanical parametric or variational design
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- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention relates to a detachable transmission shaft and a design method thereof, belonging to the technical field of automobiles, and comprising a first section of transmission shaft, a second section of transmission shaft and a third section of transmission shaft which are connected end to end and coaxially arranged; the first section of transmission shaft comprises a first part of the first section of transmission shaft and a second part of the first section of transmission shaft, wherein the second part of the first section of transmission shaft is a hollow shaft, the inner diameter of the second part of the first section of transmission shaft is larger than or equal to the outer diameter of the first part of the first section of transmission shaft, and the end of the second part of the first section of transmission shaft close to the first part of the first section of transmission shaft is closed to form a transition round chamfer and is connected with the first part of the first section of transmission shaft through the transition round chamfer. The detachable transmission shaft and the design method thereof can realize controllable crushing force and controllable deformation mode of the transmission shaft.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a detachable transmission shaft and a design method thereof.
Background
Most of the commercial vehicle models currently on the market are front-drive and rear-drive. The front-mounted rear-drive vehicle type comprises a transmission shaft, and a two-section transmission shaft is generally adopted for some vehicle types with short wheelbase; and some vehicle models with larger wheelbase generally adopt a three-section type transmission shaft.
Most commercial vehicles are M1 vehicles which need to meet the front collision regulations, and in the front collision working condition, a power system is extruded to move towards the rear part of the vehicle to drive transmission shafts to move backwards, and the transmission shafts have some connecting points with the vehicle body in the middle. The transmission shaft can transmit large collision force in the collision, and the collision force can cause the vehicle body to obtain large acceleration, so that the injury value of passengers is increased. Therefore, the stress condition of the transmission shaft in the collision process needs to be controlled, and the acceleration of the vehicle body is reduced.
Simultaneously, because there are three sections transmission shafts, in frontal collision, the deformation mode and the direction of transmission shaft are difficult to control, and we hope that all deformations are controllable in the collision, and unpredictable risk can be brought to uncontrolled deformation mode.
It is also desirable that the manner of transmission and deformation pattern of the collision forces in a rear collision be predictable and controllable, as the collision forces are transmitted from the rear of the vehicle to the front powertrain of the vehicle.
In order to solve the problems, it is necessary to design a transmission shaft with controllable crushing force and controllable deformation mode.
Disclosure of Invention
In view of the disadvantages of the prior art, the present invention is directed to a detachable transmission shaft and a design method thereof to solve the problems mentioned in the background art.
The above object of the present invention is achieved by the following technical solutions: a detachable transmission shaft is used for connecting a power system and a rear suspension system and comprises a first section of transmission shaft, a second section of transmission shaft and a third section of transmission shaft which are connected end to end and coaxially arranged;
the first section of transmission shaft comprises a first part of the first section of transmission shaft and a second part of the first section of transmission shaft, wherein the second part of the first section of transmission shaft is a hollow shaft, the inner diameter of the second part of the first section of transmission shaft is larger than or equal to the outer diameter of the first part of the first section of transmission shaft, one end of the second part of the first section of transmission shaft, which is close to the first part of the first section of transmission shaft, is closed to form a transition round chamfer, and is connected with the first part of the first section of transmission shaft through the transition round chamfer, and after the first part of the first section of transmission shaft is pressed, the first part of the first section of transmission shaft can generate a tendency of extending into the second part of the first section of transmission shaft and press the transition round chamfer to deform the first section of transmission shaft;
a transmission shaft body support is fixedly arranged at the joint of the first section of transmission shaft and the second section of transmission shaft, the whole transmission shaft can be installed on a vehicle body through the transmission shaft body support, the transmission shaft body support is composed of two semicircular rings capable of being combined into a cylindrical structure, the whole transmission shaft penetrates through the transmission shaft body support, a first installation lug and a second installation lug are respectively arranged at two ends of each semicircular ring, a first bolt installation hole, a second bolt installation hole and a first communicating channel for communicating the first bolt installation hole with the second bolt installation hole are formed in each first installation lug, and a third bolt installation hole, a fourth bolt installation hole and a second communicating channel for communicating the third bolt installation hole with the fourth bolt installation hole are formed in each second installation lug;
the second section of transmission shaft is in compressible connection with the third section of transmission shaft.
In some embodiments, the two ends of the first communication channel are respectively provided with a first anti-loosening sheet and a second anti-loosening sheet which are raised towards the middle part of the first communication channel and are arc-shaped;
and the two ends of the second communication channel are respectively provided with a third anti-loosening sheet and a fourth anti-loosening sheet which are bulged towards the middle part direction and are arc-shaped.
In some embodiments, the second section of drive shaft is splined to the third section of drive shaft.
A method of designing a detachable propeller shaft, comprising the steps of:
s1, determining the instantaneous acceleration value generated when the whole vehicle collides by means of an acceleration sensor through a simulation collision experimenta0Comparing with the target acceleration value a1Determining the acceleration value a of the whole vehicle which needs to be reduced by the design of a transmission shaft0-a1；
S2, combining the step S1, calculating the crushing force F1 to Ma which needs to be reduced of the transmission shaft through the experimental mass M of the whole vehicle, and finally obtaining the crushing force F2 to F1 which can be borne by the transmission shaft after the crushing force is reduced according to the crushing force F2 which can be borne by the transmission shaft;
s3, preliminarily setting the outer diameter phi 1 of the first part of the first section of transmission shaft, the inner diameter phi 2 of the second part of the first section of transmission shaft, the radian r of the transition circular chamfer, the materials of the first part of the first section of transmission shaft and the second part of the first section of transmission shaft and the thickness of the second part of the first section of transmission shaft according to the numerical values of a and F and by combining experience and data in an existing database;
s4, carrying out simulation analysis and optimization on various parameters in the step S3 to determine the final outer diameter phi 1 of the first section of the transmission shaft, the inner diameter phi 2 of the second section of the first section of the transmission shaft, the radian r of the transition round chamfer, the materials of the first section of the transmission shaft and the second section of the first section of the transmission shaft and the thickness of the second section of the first section of the transmission shaft;
s5, manufacturing a sample piece according to the parameters obtained in the step S4, and carrying out an axial crushing force test experiment on the transmission shaft;
s6, analyzing the test result in the step S5, determining the size of the transmission shaft if the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement, and repeating the steps S3-S5 if the axial crushing force F of the transmission shaft obtained through the experiment does not meet the requirement until the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement;
s7, determining whether the automobile fuel tank is on the left side or the right side of the automobile;
s8, designing the transmission shaft vehicle body bracket into a structure which has higher strength far away from the fuel tank side and is easier to break close to the fuel tank side;
s9, considering other design requirements, specifically designing specifications and installation positions of bolts, so that the bolts on the transmission shaft vehicle body support close to the fuel tank are easier to separate from the installation lugs than the bolts on the side far away from the fuel tank, or all the bolts on the transmission shaft vehicle body support are easy to synchronously separate from the installation lugs, so that the transmission shaft vehicle body support can directly and longitudinally fall off;
s10, performing simulation analysis and optimization on the structure designed in the steps S8-S9 to determine the final structure of the propeller shaft vehicle body bracket, the specification of the bolt and the installation position of the bolt;
s11, manufacturing a sample piece according to the parameters obtained in the step S10, and performing a crushing force and falling test experiment on the transmission shaft vehicle body bracket;
s12, analyzing the test result in the step S11, and observing whether the transmission shaft vehicle body support is far away from the fuel tank according to the expected falling direction;
s13, according to the analysis and observation in the step S12, if the bolts on the transmission shaft vehicle body bracket close to the fuel tank are separated from the mounting lugs before the bolts on the side far from the fuel tank are separated, or all the bolts on the transmission shaft vehicle body bracket are simultaneously separated from the mounting lugs, the design is qualified, if none of the above conditions occurs, the design is unqualified, and the steps S8-S12 are repeated until the bolts on the transmission shaft vehicle body bracket close to the fuel tank can be separated from the mounting lugs before the bolts on the side far from the fuel tank are separated, or all the bolts on the transmission shaft vehicle body bracket can be synchronously separated from the mounting lugs.
In some embodiments, the optimization method in step S4 may employ a combination of one or more of the following:
the method comprises the following steps: changing the outer diameter phi 1 of the first part of the first section of transmission shaft, the inner diameter phi 2 of the second part of the first section of transmission shaft and the radian r of the transition round chamfer;
the method 2 comprises the following steps: and changing the material of the first part of the first section of the transmission shaft, the material of the second part of the first section of the transmission shaft and the thickness of the second part of the first section of the transmission shaft.
In some embodiments, the first mounting lug is positioned on one side of the transmission shaft body bracket close to the right side of the automobile, and the second mounting lug is positioned on one side of the transmission shaft body bracket close to the left side of the automobile;
the vertical distances from each edge of the first mounting lug to the first bolt mounting hole are respectively as follows: a1, a3, b 1;
the vertical distances from each edge of the first mounting lug to the second bolt mounting hole are respectively as follows: a2, a4, b 2;
the vertical distances from each edge of the second mounting lug to the third bolt mounting hole are respectively as follows: d1, d3, c 1;
the vertical distances from each edge of the second mounting lug to the fourth bolt mounting hole are respectively as follows: d2, d4, c 2;
the inner diameters of the first bolt mounting hole, the second bolt mounting hole, the third bolt mounting hole and the fourth bolt mounting hole are respectively as follows: phi 9, phi 10, phi 11, phi 12;
the widths of the first communicating channel and the second communicating channel are respectively as follows: phi 3 and phi 4;
In some embodiments, the design method in step S8 is as follows:
when the automobile fuel tank is arranged on the right side of the automobile, the design sizes are a1 < d3, a2 < d4, a3 < d1, a4 < d2, b1 < c1 and b2 < c 2;
when the automobile fuel tank is arranged on the left side of the automobile, the design sizes are a1 > d3, a2 > d4, a3 > d1, a4 > d2, b1 > c1 and b2 > c 2.
In some embodiments, the design method in step S9 is as follows:
when the automobile fuel tank is arranged on the right side of an automobile, all the bolts are arranged in the bolt mounting holes in a one-to-one correspondence mode, bolts with corresponding specifications are selected according to specific numerical values of phi 9, phi 10, phi 11 and phi 12, the bolts arranged on the first mounting lugs are in clearance fit with the bolt mounting holes, and meanwhile the bolts arranged on the second mounting lugs are in interference fit with the bolt mounting holes;
when the automobile fuel tank is arranged on the left side of an automobile, all the bolts are arranged in the bolt mounting holes in a one-to-one correspondence mode, bolts with corresponding specifications are selected according to specific numerical values of phi 9, phi 10, phi 11 and phi 12, the bolts arranged on the first mounting lugs are in interference fit with the bolt mounting holes, and meanwhile, the bolts arranged on the second mounting lugs are in clearance fit with the bolt mounting holes;
or, no matter the automobile fuel tank is arranged on the left side or the right side of the automobile, only the bolt is arranged in the first communication channel and the second communication channel.
In conclusion, the invention has the following beneficial effects:
the collapsible transmission shaft and the design method thereof are characterized in that a plurality of collapsible structures are arranged on the transmission shaft, specifically, one end of the second part of the first section of the transmission shaft, which is close to the first part of the first section of the transmission shaft, is closed to form a transition round chamfer and is connected with the first part of the first section of the transmission shaft through the transition round chamfer, after the first part of the first section of the transmission shaft is compressed, the first part of the first section of the transmission shaft can generate a tendency of extending into the second part of the first section of the transmission shaft and extrude the transition round chamfer to deform the transition round chamfer, thereby forming a collapsible structure, and the second section of the transmission shaft and the third section of the transmission shaft are connected in a compressible manner, thereby forming a collapsible structure, in addition, the whole transmission shaft is arranged on a vehicle body by means of a collapsible transmission shaft vehicle body bracket, thereby forming a collapsible structure, and the original rigid transmission shaft is under the combined action of the three collapsible structures, when the three crushable structures are impacted, the sequence of deformation and fracture of the crushable structures at all positions is adjusted by designing different structural strengths at different positions of the crushable structures, so that the crushing force of the transmission shaft is controllable and the deformation mode of the transmission shaft is controllable.
Drawings
Fig. 1 is an overall structural view of a detachable transmission shaft of the present invention;
FIG. 2 is an overall structural view of the propeller shaft body bracket of the present invention;
FIG. 3 is a flow chart of a design method of a detachable transmission shaft according to the present invention;
fig. 4 is a flowchart of a design method of the propeller shaft vehicle body bracket of the present invention.
In the figure: 1. a power system; 2. a first section of drive shaft; 3. a second section of transmission shaft; 4. a third section of transmission shaft; 5. a rear suspension system; 6. a transmission shaft vehicle body bracket; 61. a first mounting ear; 62. a first bolt mounting hole; 63. a first anti-loosening element; 64. a first communicating passage; 65. a second anti-loosening element; 66. a second bolt mounting hole; 67. a second mounting ear; 68. a third bolt mounting hole; 69. a third anti-loosening sheet; 610. a second communicating passage; 611. a fourth anti-loosening element; 612. a fourth bolt mounting hole; 7. a first portion of a first section of a drive shaft; 8. a second portion of the first section of drive shaft;
r: the radian of the transition round chamfer; s1: the crushable distance at the joint of the second section of transmission shaft and the third section of transmission shaft; r: the right side of the automobile; l: the left side of the automobile; phi 1: an outer diameter of a first portion of a first section of a drive shaft; phi 2: an inner diameter of the second portion of the first section drive shaft; phi 3: the width of the first communication channel; phi 4: the width of the second communication channel; phi 5, phi 6, phi 7 and phi 8 respectively represent the inner diameters of the first anti-loosening sheet, the second anti-loosening sheet, the third anti-loosening sheet and the fourth anti-loosening sheet; phi 9, phi 10, phi 11 and phi 12 respectively represent the inner diameters of the first bolt mounting hole, the second bolt mounting hole, the third bolt mounting hole and the fourth bolt mounting hole; a1, a2, a3, a4, b1, b2, c1, c2, d1, d2, d3 and d4 respectively represent the shortest distances from the first bolt mounting hole, the second bolt mounting hole, the third bolt mounting hole and the fourth bolt mounting hole to the edges of the first mounting lug and the second mounting lug.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships illustrated in the drawings, and are used merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
Referring to fig. 1-2, a detachable transmission shaft for connecting a power system 1 and a rear suspension system 5, the rear suspension system 5 generally comprises a rear axle, a rear suspension, a rear tire, etc., the detachable transmission shaft comprises a first section of transmission shaft 2, a second section of transmission shaft 3 and a third section of transmission shaft 4 which are connected end to end and coaxially arranged, the second section of transmission shaft 3 and the third section of transmission shaft 4 are in compressible connection, preferably, the second section of transmission shaft 3 and the third section of transmission shaft 4 are in splined connection; the first section of transmission shaft 2 comprises a first part 7 of the first section of transmission shaft and a second part 8 of the first section of transmission shaft, wherein the second part 8 of the first section of transmission shaft is a hollow shaft, the inner diameter of the second part 8 of the first section of transmission shaft is larger than or equal to the outer diameter of the first part 7 of the first section of transmission shaft, one end of the second part 8 of the first section of transmission shaft, which is close to the first part 7 of the first section of transmission shaft, is closed to form a transition round chamfer and is connected with the first part 7 of the first section of transmission shaft through the transition round chamfer, and after the first part 7 of the first section of transmission shaft is pressed, the first part can generate a tendency of extending into the second part 8 of the first section of transmission shaft and extrude the transition round chamfer to deform the first section of transmission shaft; a transmission shaft body bracket 6 is fixedly arranged at the joint of the first section of transmission shaft 2 and the second section of transmission shaft 3, the whole transmission shaft can be arranged on the vehicle body through the transmission shaft body bracket 6, the transmission shaft body bracket 6 is composed of two semicircular rings which can be combined into a cylindrical structure, the whole transmission shaft penetrates through the transmission shaft body bracket 6, two ends of each semicircular ring are respectively provided with a first mounting lug 61 and a second mounting lug 67, wherein the first mounting lug 61 is provided with a first bolt mounting hole 62, a second bolt mounting hole 66 and a first communicating channel 64 communicating the first bolt mounting hole 62 with the second bolt mounting hole 66, the second mounting lug 67 is provided with a third bolt mounting hole 68, a fourth bolt mounting hole 612 and a second communicating channel 610 communicating the third bolt mounting hole 68 with the fourth bolt mounting hole 612, when in installation, the two semicircular rings are combined into the cylindrical structure and wrap the transmission shaft, the first mounting lugs 61 and the second mounting lugs 67 on the two semicircular rings are attached to each other, and meanwhile, the bolt mounting holes and the communication channels in the first mounting lugs 61 and the second mounting lugs 67 are overlapped and aligned with each other, so that the transmission shaft can be mounted on the vehicle body by penetrating bolts through the bolt mounting holes or the communication channels and then screwing the bolts into the vehicle body.
Through the technical scheme, the detachable transmission shaft is provided with a plurality of crushable structures on the transmission shaft, specifically, one end of the second part 8 of the first section of the transmission shaft, which is close to the first part 7 of the first section of the transmission shaft, is closed to form a transition round chamfer and is connected with the first part 7 of the first section of the transmission shaft through the transition round chamfer, after the first part 7 of the first section of the transmission shaft is pressed, the first part can generate a tendency of extending into the second part 8 of the first section of the transmission shaft and extrude the transition round chamfer to deform the transition round chamfer, so that a crushable structure is formed, the second section of the transmission shaft 3 is connected with the third section of the transmission shaft 4 in a compressible manner, so that a crushable structure is formed, in addition, the whole transmission shaft is arranged on a vehicle body by means of a crushable transmission shaft vehicle body bracket 6, so that a crushable structure is formed, originally, the rigid transmission shaft of entire body can carry out corresponding crushing formula displacement under the combined action of above-mentioned three crushable structure, when receiving the collision, in order to offset, cushion the collision power, thereby reduce the whole car acceleration by the transmission shaft excitation, and above-mentioned three crushable structure can carry out solitary design, through designing different structural strength with the different positions of crushable structure, but adjust crushable structure receive the impact after, the order that its each position takes place deformation and fracture, realize that the crushing power of transmission shaft is controllable from this, the deformation mode is controllable.
In some embodiments, as shown in fig. 2, both ends of the first communication passage 64 are respectively provided with a first anti-loose piece 63 and a second anti-loose piece 65 which are protruded toward the middle thereof and have an arc shape; the two ends of the second communicating channel 610 are respectively provided with a third anti-loosening sheet 69 and a fourth anti-loosening sheet 611 which are raised towards the middle direction and are arc-shaped; the anti-loosening sheets are all tough; when the bolt was located in first UNICOM passageway 64 or the second UNICOM passageway 610, the locking piece can play the limiting displacement to the bolt for promote the steadiness of bolt, and when transmission shaft automobile body support 6 received the conquassation because of the collision, the locking piece can be extruded by the bolt and produce conquassation formula displacement, thereby further offset, cushion the collision force.
Referring to fig. 1 to 4, a design method of a detachable transmission shaft includes the steps of:
s1, determining the instantaneous acceleration value a generated when the whole vehicle collides by means of an acceleration sensor through a simulation collision experiment0Instantaneous acceleration value a0The injury value of passengers in the restraint system can be influenced by the overlarge damage value of the passengers, and the passengers can ride the passengers according to the whole vehicleMember performance requirement, and reversely deducing the required acceleration value a of the whole vehicle1Then comparing with the current finished automobile acceleration to determine the instant acceleration value a ═ a generated when the finished automobile collides, which needs the design of a transmission shaft to reduce0-a1；
S2, combining the step S1, calculating the crushing force F1 to Ma which needs to be reduced of the transmission shaft through the experimental mass M of the whole vehicle, and finally obtaining the crushing force F2 to F1 which can be borne by the transmission shaft after the crushing force is reduced according to the crushing force F2 which can be borne by the transmission shaft;
s3, preliminarily setting the outer diameter phi 1 of the first part 7 of the first section of the transmission shaft, the inner diameter phi 2 of the second part 8 of the first section of the transmission shaft, the radian r of the transition chamfer, the materials of the first part 7 of the first section of the transmission shaft and the second part 8 of the first section of the transmission shaft and the thickness of the second part 8 of the first section of the transmission shaft according to the numerical values of a and F and by combining experience and data in an existing database;
s4, carrying out simulation analysis and optimization on various parameters in the step S3 to determine the outer diameter phi 1 of the first part 7 of the final first section of the transmission shaft, the inner diameter phi 2 of the second part 8 of the first section of the transmission shaft, the radian r of the transition chamfer, the materials of the first part 7 of the first section of the transmission shaft and the second part 8 of the first section of the transmission shaft and the thickness of the second part 8 of the first section of the transmission shaft;
s5, manufacturing a sample piece according to the parameters obtained in the step S4, and carrying out an axial crushing force test experiment on the transmission shaft;
s6, analyzing the test result in the step S5, determining the size of the transmission shaft if the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement, and repeating the steps S3-S5 if the axial crushing force F of the transmission shaft obtained through the experiment does not meet the requirement until the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement;
s7, determining whether the automobile fuel tank is on the left side or the right side of the automobile;
s8, designing the transmission shaft vehicle body bracket 6 into a structure which has higher strength far away from the fuel tank side and is easier to break near the fuel tank side;
s9, considering other design requirements, specifically designing specifications and installation positions of bolts, so that the bolts on the transmission shaft vehicle body support 6 close to the fuel tank side are easier to separate from the installation ears compared with the bolts far away from the fuel tank side, or all the bolts on the transmission shaft vehicle body support 6 are easy to separate from the installation ears synchronously, so that the transmission shaft vehicle body support 6 can directly and longitudinally fall off;
s10, performing simulation analysis and optimization on the structure designed in the steps S8-S9 to determine the final structure of the transmission shaft vehicle body bracket 6, the specification of the bolt and the installation position of the bolt;
s11, manufacturing a sample according to the parameters obtained in the step S10, and performing a crushing force and falling test experiment on the transmission shaft vehicle body bracket 6;
s12, analyzing the test result in the step S11, and observing whether the transmission shaft vehicle body bracket 6 is far away from the fuel tank according to the expected falling direction;
s13, according to the analysis and observation in the step S12, if the bolts on the transmission shaft body support 6 close to the fuel tank are separated from the mounting lugs before the bolts far away from the fuel tank or all the bolts on the transmission shaft body support 6 are separated from the mounting lugs synchronously, the design is qualified, if none of the above conditions occurs, the design is unqualified, and the steps S8-S12 are repeated until the bolts on the transmission shaft body support 6 close to the fuel tank can be separated from the mounting lugs before the bolts far away from the fuel tank or all the bolts on the transmission shaft body support 6 can be separated from the mounting lugs synchronously.
The optimization method in step S4 may adopt one or more of the following combinations:
the method comprises the following steps: changing the outer diameter phi 1 of the first part 7 of the first section of transmission shaft, the inner diameter phi 2 of the second part 8 of the first section of transmission shaft and the radian r of the transition round chamfer, wherein the larger the size difference between phi 1 and phi 2 is, the smaller the force required for crushing the joint of the first part 7 of the first section of transmission shaft and the second part 8 of the first section of transmission shaft is, otherwise, the larger the difference is, the larger the radian r of the transition round chamfer can be set into a convex arc or a concave arc, the force required for crushing the transition round chamfer in a concave arc state is smaller than the force required for crushing the transition round chamfer in a convex arc state, and the force required for crushing the first section of transmission shaft 2 can be adjusted according to the content;
the method 2 comprises the following steps: the material of the first part 7 of the first section of the transmission shaft, the material of the second part 8 of the first section of the transmission shaft and the thickness of the second part 8 of the first section of the transmission shaft are changed, the smaller the material strength and the smaller the thickness are, the smaller the force required by the crushing of the first section of the transmission shaft 2 is, and the larger the material strength and the thickness are otherwise.
In the above steps, the first mounting lug 61 is located on one side of the transmission shaft body support 6 close to the right side of the automobile, and the second mounting lug 67 is located on one side of the transmission shaft body support 6 close to the left side of the automobile;
the vertical distances from the respective edges of the first mounting ears 61 to the first bolt mounting holes 62 are: a1, a3, b 1;
the vertical distances from the respective edges of the first mounting lug 61 to the second bolt mounting hole 66 are respectively: a2, a4, b 2;
the vertical distances from the respective edges of the second mounting ears 67 to the third bolt mounting holes 68 are: d1, d3, c 1;
the vertical distances from each edge of the second mounting ear 67 to the fourth bolt mounting hole 612 are: d2, d4, c 2;
the inner diameters of the first bolt mounting hole 62, the second bolt mounting hole 66, the third bolt mounting hole 68, and the fourth bolt mounting hole 612 are: phi 9, phi 10, phi 11, phi 12;
the widths of the first communication channel 64 and the second communication channel 610 are respectively as follows: phi 3 and phi 4;
With reference to fig. 2, the design method in step S8 is as follows:
when the automobile fuel tank is arranged on the right side of the automobile, the design sizes are a1 < d3, a2 < d4, a3 < d1, a4 < d2, b1 < c1 and b2 < c2, so that the area of the opening on the first mounting lug 61 is larger than that of the opening on the second mounting lug 67, the structural strength of the first mounting lug 61 is smaller than that of the second mounting lug 67, the first mounting lug 61 is more easily crushed than the second mounting lug 67, the strength of the transmission shaft body bracket 6 on the side far away from the fuel tank is larger, the side near the fuel tank is more easily crushed, when the transmission shaft body bracket 6 is crushed, the side near the fuel tank is firstly crushed, the connection is maintained for the other time, and the transmission shaft body bracket 6 is overturned towards the side far away from the fuel tank, so that the collision of the fuel tank is avoided;
when the automobile fuel tank is arranged on the left side of the automobile, the design size is a1 & gt d3, a2 & gt d4, a3 & gt d1, a4 & gt d2, b1 & gt c1 and b2 & gt c2, so that the area of an opening on the first mounting lug 61 is smaller than that of an opening on the second mounting lug 67, the structural strength of the first mounting lug 61 is larger than that of the second mounting lug 67, the first mounting lug 61 is further more difficult to crush than the second mounting lug 67, the strength of the transmission shaft body support 6 far away from the fuel tank is larger, and the side near the fuel tank is more prone to fracture, when the transmission shaft body support 6 is crushed, the side near the fuel tank is fractured first, the connection is maintained for the other time, and the transmission shaft body support 6 is overturned towards the side far away from the fuel tank, so that the fuel tank is prevented from being impacted.
The design method in step S9 is as follows:
when the automobile fuel tank is arranged on the right side of the automobile, all the bolts are correspondingly arranged in the bolt mounting holes one by one, selecting bolts with corresponding specifications according to specific values of phi 9, phi 10, phi 11 and phi 12, enabling the bolts arranged on the first mounting lugs 61 to be in clearance fit with the bolt mounting holes, meanwhile, the bolts arranged on the second mounting lugs 67 are in interference fit with the bolt mounting holes, the connection strength of the clearance fit is lower than that of the interference fit, so that the bolts on the propeller shaft body bracket 6 on the side close to the fuel tank are more easily separated from the mounting lugs than the bolts on the side away from the fuel tank, and when the propeller shaft body bracket 6 is crushed, one side of the transmission shaft close to the fuel tank is separated from the bolt screwed on the vehicle body, and the transmission shaft is kept connected at the other time, and at the moment, the transmission shaft vehicle body bracket 6 drives the transmission shaft to turn towards the side far away from the fuel tank, so that the fuel tank is prevented from being impacted;
when the automobile fuel tank is arranged on the left side of the automobile, all the bolts are correspondingly arranged in the bolt mounting holes one by one, bolts with corresponding specifications are selected according to specific values of phi 9, phi 10, phi 11 and phi 12, so that the bolts arranged on the first mounting lugs 61 are in interference fit with the bolt mounting holes, meanwhile, the bolt arranged on the second mounting lug 67 is in clearance fit with the bolt mounting hole, the connection strength of the clearance fit is smaller than that of the interference fit, so that the bolts on the propeller shaft body bracket 6 near the fuel tank side are more easily separated from the mounting lugs than the bolts on the fuel tank side, and when the propeller shaft body bracket 6 is crushed, one side of the transmission shaft body bracket 6 close to the fuel tank is separated from a bolt screwed on the vehicle body, and the other side is connected, so that the transmission shaft body bracket 6 drives the transmission shaft to turn towards the side far away from the fuel tank, and the fuel tank is prevented from being impacted;
or, no matter the automobile fuel tank is arranged on the left side or the right side of the automobile, the bolts are only arranged in the first communicating channel 64 and the second communicating channel 610, when the transmission shaft automobile body support 6 is impacted, the bolts move relatively along the communicating channels, finally the bolts move relatively from the communicating channels to the bolt mounting holes, as phi 3 is smaller than phi 9, phi 10 and phi 4 is smaller than phi 11 and phi 12, the bolts are quite loose and easy to separate when being arranged in the bolt mounting holes, the relation between each bolt and the bolt mounting holes is the same, so that each bolt can be separated from the mounting lug at the same time, the transmission shaft automobile body support 6 cannot deflect to any side after being crushed, and can directly and longitudinally fall off, and thus, no matter the automobile fuel tank is arranged on the left side or the right side of the automobile, the automobile fuel tank cannot be impacted.
In general, when the rear suspension system 5 is subjected to a collision force, the rear suspension system 5 transmits the force to the third-stage transmission shaft 4, the third-stage transmission shaft 4 is pressed against the second-stage transmission shaft 3 after being subjected to the force, the crushing displacement is S1, if the crushing displacement S1 is not enough to absorb the collision force applied to the rear suspension system 5, the weakened collision force is transmitted to the transmission shaft body support 6, the transmission shaft body support 6 is deformed, broken or even falls off after being crushed, so that the collision force can be further weakened, if the transmission shaft body support 6 is not enough to absorb the collision force applied to the rear suspension system 5, the further weakened collision force is transmitted to the second part 8 of the first-stage transmission shaft, so that the second part 8 of the first-stage transmission shaft and the first part 7 of the first-stage transmission shaft are crushed mutually, and after the first part 7 of the first-stage transmission shaft is pressed, it may have a tendency to extend into the second portion 8 of the first section drive shaft and deform it by squeezing the transition chamfer, thereby further weakening the collision force, effectively offsetting and buffering the collision force received by the rear suspension system 5, during the period, the structural strength of the crushable structure can be adjusted by designing different positions of the crushable structure with different structural strengths, the sequence of deformation and fracture of each position of the transmission shaft realizes controllable crushing force and deformation mode of the transmission shaft, and the purpose of controllable crushing force and deformation mode of the transmission shaft is that when an automobile has an accident, the deformation and damage states of the automobile can be predicted and controlled, for example, the fuel tank of the automobile is kept away from when the transmission shaft is impacted to fall off through the design of structural strength, so that the safety of the automobile is greatly improved.
The present embodiment is only for explaining the present invention, and it is not limited to the present invention, and those skilled in the art can make modifications of the present embodiment without inventive contribution as needed after reading the present specification, but all of them are protected by patent law within the scope of the claims of the present invention.
Claims (8)
1. A disengageable propeller shaft for connecting a powertrain (1) and a rear suspension (5), characterized in that:
the transmission mechanism comprises a first section of transmission shaft (2), a second section of transmission shaft (3) and a third section of transmission shaft (4) which are connected end to end and coaxially arranged;
the first section of transmission shaft (2) comprises a first part (7) of the first section of transmission shaft and a second part (8) of the first section of transmission shaft, wherein the second part (8) of the first section of transmission shaft is a hollow shaft, the inner diameter of the second part (8) of the first section of transmission shaft is larger than or equal to the outer diameter of the first part (7) of the first section of transmission shaft, one end of the second part (8) of the first section of transmission shaft, which is close to the first part (7) of the first section of transmission shaft, closes to form a transition circular chamfer and is connected with the first part (7) of the first section of transmission shaft through the transition circular chamfer, and after the first part (7) of the first section of transmission shaft is pressed, the first section of transmission shaft can generate a tendency of extending into the second part (8) of the first section of transmission shaft and presses the transition circular chamfer to deform;
first section transmission shaft (2) with the fixed transmission shaft automobile body support (6) that is provided with in junction of second section transmission shaft (3), accessible transmission shaft automobile body support (6) will make up whole transmission shaft and install on the automobile body, transmission shaft automobile body support (6) comprise two semicircle rings that can make up into cylindric structure, and whole transmission shaft runs through transmission shaft automobile body support (6), the both ends of semicircle ring are equipped with first installation ear (61) and second installation ear (67) respectively, wherein seted up first bolt mounting hole (62), second bolt mounting hole (66) and intercommunication on first installation ear (61) first bolt mounting hole (62) with first UNICOM's passageway (64) of second bolt mounting hole (66), third bolt mounting hole (68), fourth bolt mounting hole (612) and intercommunication have been seted up on second installation ear (67) third bolt mounting hole (68) with fourth bolt ann A second communication passage (610) provided with a hole (612);
the second section of transmission shaft (3) is connected with the third section of transmission shaft (4) in a compressible manner.
2. A detachable drive shaft according to claim 1, wherein: two ends of the first communication channel (64) are respectively provided with a first anti-loosening sheet (63) and a second anti-loosening sheet (65) which are bulged towards the middle part of the first communication channel and are arc-shaped;
and a third anti-loosening sheet (69) and a fourth anti-loosening sheet (611) which are bulged towards the middle direction and are arc-shaped are respectively arranged at two ends of the second communication channel (610).
3. A detachable drive shaft according to claim 1, wherein: the second section of transmission shaft (3) is connected with the third section of transmission shaft (4) through a spline.
4. A design method of a detachable propeller shaft applied to the detachable propeller shaft according to any one of claims 1 to 3, wherein:
the method comprises the following steps:
s1, determining the instantaneous acceleration value a generated when the whole vehicle collides by means of an acceleration sensor through a simulation collision experiment0Comparing the target acceleration value a1Determining the acceleration value a of the whole vehicle which needs to be reduced by the design of a transmission shaft0-a1；
S2, combining the step S1, calculating the crushing force F1 to Ma which needs to be reduced of the transmission shaft through the experimental mass M of the whole vehicle, and finally obtaining the crushing force F2 to F1 which can be borne by the transmission shaft after the crushing force is reduced according to the crushing force F2 which can be borne by the transmission shaft;
s3, preliminarily setting the outer diameter phi 1 of the first part (7) of the first section of transmission shaft, the inner diameter phi 2 of the second part (8) of the first section of transmission shaft, the radian r of the transition circular chamfer, the materials of the first part (7) of the first section of transmission shaft and the second part (8) of the first section of transmission shaft and the thickness of the second part (8) of the first section of transmission shaft according to the numerical values of a and F and by combining experience and data in an existing database;
s4, carrying out simulation analysis and optimization on various parameters in the step S3 to determine the final outer diameter phi 1 of the first part (7) of the first section of the transmission shaft, the inner diameter phi 2 of the second part (8) of the first section of the transmission shaft, the radian r of the transition circular chamfer, the materials of the first part (7) of the first section of the transmission shaft and the second part (8) of the first section of the transmission shaft and the thickness of the second part (8) of the first section of the transmission shaft;
s5, manufacturing a sample piece according to the parameters obtained in the step S4, and carrying out an axial crushing force test experiment on the transmission shaft;
s6, analyzing the test result in the step S5, determining the size of the transmission shaft if the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement, and repeating the steps S3-S5 if the axial crushing force F of the transmission shaft obtained through the experiment does not meet the requirement until the axial crushing force F of the transmission shaft obtained through the experiment meets the requirement;
s7, determining whether the automobile fuel tank is on the left side or the right side of the automobile;
s8, designing the transmission shaft vehicle body bracket (6) into a structure which has higher strength far away from the fuel tank side and is easier to break near the fuel tank side;
s9, considering other design requirements, specifically designing specifications and installation positions of bolts, so that the bolts on the transmission shaft vehicle body support (6) close to the fuel tank are more easily separated from the installation lugs compared with the bolts far away from the fuel tank, or all the bolts on the transmission shaft vehicle body support (6) are easily separated from the installation lugs synchronously, and the transmission shaft vehicle body support (6) can directly and longitudinally fall off;
s10, carrying out simulation analysis and optimization on the structures designed in the steps S8-S9 to determine the final structure of the transmission shaft body bracket (6), the specifications of bolts and the installation positions of the bolts;
s11, manufacturing a sample piece according to the parameters obtained in the step S10, and performing a crushing force and falling test experiment on the transmission shaft vehicle body bracket (6);
s12, analyzing the test result in the step S11, and observing whether the transmission shaft vehicle body bracket (6) is far away from the fuel tank according to the expected falling direction;
s13, according to the analysis and observation in the step S12, if the bolts on the side close to the fuel tank on the transmission shaft vehicle body support (6) are separated from the mounting lugs before the bolts on the side far from the fuel tank are separated, or all the bolts on the transmission shaft vehicle body support (6) are simultaneously separated from the mounting lugs, the design is qualified, if no condition occurs, the design is unqualified, and the steps S8-S12 are repeated until the bolts on the side close to the fuel tank on the transmission shaft vehicle body support (6) can be separated from the mounting lugs before the bolts on the side far from the fuel tank are separated, or all the bolts on the transmission shaft vehicle body support (6) can be synchronously separated from the mounting lugs.
5. The design method of a detachable transmission shaft according to claim 4, wherein:
the optimization method in step S4 may use one or a combination of the following:
the method comprises the following steps: changing the outer diameter phi 1 of a first part (7) of the first section of transmission shaft, the inner diameter phi 2 of a second part (8) of the first section of transmission shaft and the radian r of the transition round chamfer;
the method 2 comprises the following steps: and changing the material of the first part (7) of the first section of the transmission shaft, the material of the second part (8) of the first section of the transmission shaft and the thickness of the second part (8) of the first section of the transmission shaft.
6. The design method of a detachable transmission shaft according to claim 4, wherein:
the first mounting lug (61) is positioned on one side of the transmission shaft body bracket (6) close to the right side of the automobile, and the second mounting lug (67) is positioned on one side of the transmission shaft body bracket (6) close to the left side of the automobile;
the vertical distances from each edge of the first mounting lug (61) to the first bolt mounting hole (62) are respectively: a1, a3, b 1;
the vertical distance from each edge of the first mounting lug (61) to the second bolt mounting hole (66) is respectively as follows: a2, a4, b 2;
the vertical distances from each edge of the second mounting lug (67) to the third bolt mounting hole (68) are respectively: d1, d3, c 1;
the vertical distances from each edge of the second mounting lug (67) to the fourth bolt mounting hole (612) are respectively: d2, d4, c 2;
the inner diameters of the first bolt mounting hole (62), the second bolt mounting hole (66), the third bolt mounting hole (68) and the fourth bolt mounting hole (612) are respectively as follows: phi 9, phi 10, phi 11, phi 12;
the widths of the first communicating channel (64) and the second communicating channel (610) are respectively as follows: phi 3, phi 4;
φ 3 is smaller than φ 9 and φ 10, φ 4 is smaller than φ 11 and φ 12.
7. A design method of a detachable transmission shaft according to claim 6, wherein:
the design method in step S8 is as follows:
when the automobile fuel tank is arranged on the right side of the automobile, the design sizes are a1 < d3, a2 < d4, a3 < d1, a4 < d2, b1 < c1 and b2 < c 2;
when the automobile fuel tank is arranged on the left side of the automobile, the design sizes are a1 > d3, a2 > d4, a3 > d1, a4 > d2, b1 > c1 and b2 > c 2.
8. A design method of a detachable transmission shaft according to claim 6, wherein:
the design method in step S9 is as follows:
when the automobile fuel tank is arranged on the right side of an automobile, all the bolts are arranged in the bolt mounting holes in a one-to-one correspondence mode, bolts with corresponding specifications are selected according to specific numerical values of phi 9, phi 10, phi 11 and phi 12, the bolts arranged on the first mounting lug (61) are in clearance fit with the bolt mounting holes, and meanwhile, the bolts arranged on the second mounting lug (67) are in interference fit with the bolt mounting holes;
when the automobile fuel tank is arranged on the left side of an automobile, all the bolts are arranged in the bolt mounting holes in a one-to-one correspondence mode, bolts with corresponding specifications are selected according to specific numerical values of phi 9, phi 10, phi 11 and phi 12, the bolts arranged on the first mounting lugs (61) are in interference fit with the bolt mounting holes, and meanwhile, the bolts arranged on the second mounting lugs (67) are in clearance fit with the bolt mounting holes;
alternatively, bolts may be provided only in the first communication passage (64) and the second communication passage (610) regardless of whether the vehicle fuel tank is on the left or right of the vehicle.
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| CN202210473542.5A CN114776692B (en) | 2022-04-29 | 2022-04-29 | Detachable transmission shaft and design method thereof |
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| CN202210473542.5A CN114776692B (en) | 2022-04-29 | 2022-04-29 | Detachable transmission shaft and design method thereof |
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| CN114776692B CN114776692B (en) | 2023-12-22 |
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| JPH07195952A (en) * | 1993-12-28 | 1995-08-01 | Toyota Motor Corp | Support structure for propeller shaft |
| JPH0858406A (en) * | 1994-08-19 | 1996-03-05 | Toyota Motor Corp | Supporting structure for propeller shaft |
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| CN205417166U (en) * | 2016-02-29 | 2016-08-03 | 重庆长安汽车股份有限公司 | 4 wheel driven car middle transmission axle ulcerate structure that contracts |
| CN106151305A (en) * | 2014-09-11 | 2016-11-23 | 株式会社昭和 | Support assembly |
| CN206943238U (en) * | 2017-05-27 | 2018-01-30 | 东风商用车有限公司 | A kind of scalable spline drived axle assembly |
| JP2018127132A (en) * | 2017-02-09 | 2018-08-16 | トヨタ自動車株式会社 | Propeller shaft support structure |
| CN209130076U (en) * | 2018-12-14 | 2019-07-19 | 宜发传动轴（上海）有限公司 | A kind of transmission shaft tube of collapse type |
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2022
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Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07195952A (en) * | 1993-12-28 | 1995-08-01 | Toyota Motor Corp | Support structure for propeller shaft |
| JPH0858406A (en) * | 1994-08-19 | 1996-03-05 | Toyota Motor Corp | Supporting structure for propeller shaft |
| CN104565096A (en) * | 2013-10-17 | 2015-04-29 | 现代自动车株式会社 | Propeller shaft for vehicle |
| CN106151305A (en) * | 2014-09-11 | 2016-11-23 | 株式会社昭和 | Support assembly |
| CN105299027A (en) * | 2015-11-11 | 2016-02-03 | 安徽江淮汽车股份有限公司 | Shaft tube of transmission shaft, collapsing type transmission shaft and car |
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| JP2018127132A (en) * | 2017-02-09 | 2018-08-16 | トヨタ自動車株式会社 | Propeller shaft support structure |
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| CN209130076U (en) * | 2018-12-14 | 2019-07-19 | 宜发传动轴（上海）有限公司 | A kind of transmission shaft tube of collapse type |
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| Publication number | Publication date |
|---|---|
| CN114776692B (en) | 2023-12-22 |
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